Method of signaling for electric railways.



No. 757,537. I PATENTEDAPR. 19, 1904. S. M. YOUNG.

METHOD OF SIGNALING FOB. ELECTRIC RAILWAYS.

APPLICATION FILED NOV. 8, 1903.

- l E i N I ll' 7 --r N 5i Z 3 l K 7 i P+ 7 FL] 2 I Y I Z a M PATENTED APR. 19, 1904.

8! MI v METHGD 0F SIGNALING FOR ELECTRIC RAH-WAYS.

APPLICATION rum) NOV. s, 1903.

' 2 sums-2111mm a.

N0 MODEL.

WITNESSES! Patented April 19, 1904.

UNITED STATES PAT NT OFFICE.

SAMUEL MARSH YOUNG,'OF NEW YORK, N. Y.

METHOD oF SIGNALING FOR ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 757,537, dated Apri1 19, 1904. Application filed November 6, 1908. Serial No. 180,081. (No model.)

To all whom it may concern:

Be it known that I, SAMUEL MARSH YOUNG, a citizen of the United States, residing at New York city, county and State of New York, have invented a Method of Signaling for Electric Railways, of which the following is a specification.

My invention relates to a. method of automatically operating block-signals on an electric railway.

Considered in its broadest sense, my'invention contemplates the employment, first, of two sources of electric energy differing in character, the use of the current from one of said sources to effect the movement of the vehicles upon the railway and the current from the other of said sources to actuate the signaling devices in the respective blocks; second, the employment of the traffic-rails as a common return for both currentsused; third, the employment of means for segregating the two currents between the devices designed to be operated thereby; fourth, the employment of reactanc'e-bonds, condensers, and the like as said segregating means; fifth, the employment of the vehicles upon the railway as the means for short-circuiting the signaling devices in a block when a vehicle moves into and during the time that it is within the block.

To carry my invention into eifect, I may make use of the arrangement of circuits and parts shown in the figures, in which Figures 1, 3, and i are diagrams illustrative of different arrangements of circuits and parts which maybe used, and Fig. 2 a side view of an inductance-bond composed of a number of twisted copper wires. I wish it understood, however, that these figures are merely illustrative of arrangements which may be used and that my improved method is not limited to those shown, as various other arrangements of circuits and parts can be made and which will involvethe same general idea.

Referring to the drawings, A B represent two sources of electric energy. In each of the figures, A is shown as a direct-current generator, and B an alternating-current gen erator. 4

I do not limit myself to the use of a directcurrent generator and an alternating-current generator, as I may use two alternating-current generators difiering in phaseor, preferably, two alternating generators difiering in frequency. So far as I am now advised, it is immaterial what sort of currents are used, provided they differ in character and may be segregated to limit their effects to the apparatus with which they are designed to operate.

U D indicate the trafiic-rails. In Fig. 1 these rails-are shown as continuous. In Figs. 3 and 4: the rail C is shown as divided into sections C C O and the rail D continuous. In each of the figures, however, the rails C D form the return-path for the currents derived from the generators A B. In Fig. 1 there is shown as arranged above the trafiic-rails C D a contact-conductor which is divided into sections E E E These sections, it will be observed, correspond to the division of the rail C, Figs. Sand 4.

F, Fig. 1 indicates a feeder-conductor which is common to the generators A, B. In Figs. 3 and 4 each generator has av separate feederconductor-e'. a, the generator A the feederconductor G, the generator B the feeder-conductor H.

In each of the figures the trackway is shown as divided into three blocks "X Y Z, and in each block there is arranged a signaling device I, the indicating or semaphore arm of which, J, is normally in the clear position, as shown in the blocks X Z. The character of the signaling device used is immaterial. The signal device I is under the control of a relay K, I

which in Fig. 1 is connected across the rails C D, and a sectional contact-conductor E' E E in Figs. 3 and 4 across a sectional rail C C C and a rail D.

In the construction shown in Figs. 1, 3, and 4 the direct current is used to operate the mo tor-vehicles L and an alternating current to actuate the signals I. In order to segregate these two currents between the apparatus which they are designed to operate, I make use of the following apparatus: Referring first to Fig. l, in the circuit'of the generator A there is interposed a choking or reactance coil M. This coil will permit the passage of a direct current from the generator A, but prevent the passage of an alternating current from the generator B. In the circuit of the generator B is a condenser N. This condenser will permit the passage of an alternating current from the generator B, but prevent the passage of a direct current from the generator A. Connected across the sectional contactconductor E E E Fig. l, and the feederconductor F, which serves as a common feeder for the currents from'the generators A B, are similar reactance-coils M. These coils permit the passage of the direct current from the generator A, but cut down the alternating current from the generator B. Similar reactance-coils M M and condensers N N are situated in the path for current through the motor L and to the relays K. The character of the choking or reactance coils M M M M is preferably such as will enable them to effect the required results, which may be either to choke down a portion of the generated current, which is the purpose of the coils M M M, or to present practically an infinite resistance, which is the purpose of the coils M.

In Fig. 3 the segregation of the currents from the generators A B is effected through i the medium ofthe transformers O P and the reactance-bonds Q R on the sections or blocks X Y Z. The primary 0 of the transformer O is connected across the feeder-conductor H and the continuous rail D and its secondary 6 across a sectional rail C C C and the rail D. The primary 0 of the transformer P is connected across a sectional rail G C G and the rail D and its secondary d in series with the relay-magnet K. In this figure the reactance-bonds Q are interposed between the ends of the sectional rails C C C and the reactance-bonds R connected across the rails of each block, as C D C D (J D. These bonds are preferably so designed as to permit free passage of the direct current from generator A, but cut off, as far as necessary, the alternating current from the generator B. In Fig.3 the bond is shown as provided with an iron core, in Fig. 2 as composed of a series of twisted copper Wires without an iron core. This bond may be connected to the ends of the divided rail or across the rails in the same manner as the bonds shown in Figs. 3 and 4.

By the use of the bonds Q R the rail C is made continuous, so that both rails C D serve as a return-path for the direct current and at the same time serve to divide the alternating current between the blocks. The reac'tanoe-bonds R serve to equalize the direct current between the rails 'C D and prevent the passage of an alternating current between these rails. V

In Fig. 4 the sectional rails C C C are assumed to be insulated or separated. In this figure reactance-bonds Q, are connected across the sectional rails C C C and the rail D and in parallel with the secondary Z) of the transformer O and similar bonds Q connected across the sectional rails C C (J and the rail D and in parallel with the primary 0 of the transformer P. The reactance-bonds Q, Q serve as a path for the direct current, for instance, from the sectional rail C section Y, to section-rail C, section X, the current passing from rail 0 by bond Q to rail D, thence by bond Q to rail C. This bond is shown as formed with an iron core. A bond similar to the one shown in Fig. Q'may be employed. If desired, the direct current traversing the rails C D, Fig. 4, may be caused to travel a zigzag path from one section to the next to prevent a clear signal should the insulation between the sections of the rail 0 be by any means broken down, or instead of causing the current to traverse a zigzag path the polarity of the adjacent blocks may be reversed, in which case I would prefer to use a rotary 'relay, so that should the joint between the rails C C C breakdown the current from the adjacent block would rotate the relay, and thus carry the signal to danger. This will be understood by signaling engineers without further description.

To operate the signals 1, there is situated under the relay-magnet K an armature f in circuit with an electric battery 9 and a solenoid h, which is connected, through a rod 2', to the arm J of the signal. The arm, Figs. 3 and 4, is counterweighted by a weight j.

The operation of the device will be. readily understood. The current from generator A, as is common in all electric railways, furnishes the motive power to actuate the motor-vehicle L, while the current from the generator B serves to create a difference of potential across the rails C D and the contactconductor E, Fig. 1, or the sections 0 C C of rail C and rail D, Figs. 3 and 4. Normally the difference of potential between the rails C D and the sectional contact-conductors E E E, Fig. 1, or between the sectional rails C C C? and the rail D, Figs. 3 and 4,.is sufiicient to cause the relay-magnets K to attract their armaturesf and either to open an electric circuit through the battery g and solenoid 7a. or close an electric circuit through battery 9 and solenoid lb, Figs. 3 and 4, and thereby bring the semaphore-arm J to the clear position shown infsections X Z. When a car moves into a section, the relay-magnet K is short-circuited either through the path afforded through the motor L, Fig. l, or by reason of the wheels of the motor L, Figs. Sand 4. Such short-circuiting causes the relay-magnet to drop its armature, whereupon the semaphore-arm is drawn to the danger position, as indicated in section Y I wish it understood thatI do not limit myself in any wise to the particular details of construction shown, as it is manifest that many changes may be made therein and yet embody the same general inventive idea.

I have not entered into a detailed account of the electrical actions taking place in the system or the effect thereon of transformers,

IIO

reactance-bonds, with or Without iron, condensers, &c;",as' it would require too long a de- :scription, The, general features of construc- I t'ion asdescribed are'all that is necessary for. anielectrician'to iiis'talland operate the system,-'t h'e sizefand character of the trans- Tfor'mer's,"the size and character of the react-j ancebonds, & cf., all being matters which may 7 be. readily determined by experiments, hav

i-ing in mind the character of the currents em-- ployed, the'length of the blocks used, reactance of'the rails, and other features and de-,

tails within the knowledge of electric-railway I'inake the above general statement, as it structions,

f I makeno'claim in this application forthe apparatus described in my former applica-;

tion, Serial No. 139,5 i3, filed January 19,' @903, this application being limited to a? method involving the use of such apparatus. or equivalent apparatus.

Having thus described my invention, I} claim 1. A method of operating signals upon an electric railway where the signals are adapted to be controlled by the movement of the motor-vehicles in said system, which consists in impressing an alternating current upon the conductors which separately form return paths for the power-circuit, normally transmitting such alternating current through the signaling devices employed, and shunting said alternating current around successive signaling devices. 7

2. A method of operating signals upon an electric railway Where the signals are adapted to be controlled by the motor-vehicles in said system and where the traflic-rails separately form return-paths for the power-circuit and are divided into blocks, which consists in impressing an alternating current upon the traftic-rails, normally transmitting such alternating current through the signaling devices in all of the blocks and shunting said alternating current around a signaling device in a block when a motor-vehicle moves into a block.

3. A method of operating signals upon an electric railway, which consists in creating a diiference of potential between the traflicrails of the system whichseparately form return-paths for the power-circuit and over which a current differing in character is flowing, actuating signaling devices by the current due to such difference in potential and shunting said current aroundcertain of said signaling devices through the instrumentality of apparatus actuated by the power-current transmitted.

a L. A method of operating signals upon an electric railway, which consists inirnpressing a current upon conductors which separately form return-paths for the power-current and through which a power-current differing in character 1s flowing, segregating said currents,

actuating signaling devices by said impressed current and shunting said impressed current around certain of said signaling devices through the instrumentality of apparatus actuated by the power-current.

. 5. A method of operating signals upon an electric railway, which consists in creating a "difference of potential between the opposite rails of "each block of a-railway, and over each of which rails a current difiering in character from that due to the created difference of potential is separately flowing, employing the current due to such difference of potential for actuating mechanism for carrying signals to the clear position, and in short-circuiting such -V current in a block by the movement of a car into a block, whereby the signal will automatically be moved to the clearposition.

6. A method of operating motor vehicles and signals upon an electric railway, which consists in generating two currents differing ,in character, transmitting said currents to a distribution-circuit, wherein the traffic-rails are divided into blocks and separately form return-paths for the power-current, segregating such currents by means of apparatus located in the blocks, employing one of such currents to operate the motor-vehicles upon the railway, the other to operate the signaling devices, and in short-circuiting the signaling devices'of' a block as the motor-vehicle moves into a block.

7. A method of operating motor-vehicles and signals upon an electric railway, which consists in generating two currents differing in character, transmitting such currents to a distribution-circuit, wherein the rails are olivided into blocks and separately form returnpaths for the power-current, segregating such currents by means of apparatus located in the blocks, employing one of said currents to 0perate the motor-vehicles upon the railway, and the other of said currents to create a difference. of potential between the opposite rails of a block to actuate the signaling devices inthe block, and in short-circuiting such signaling devices when a motor-vehicle moves into a block.

8. A method of operating motor-vehicles and signals upon an electric railway, which consists in generating two currents difiering in character, transmitting said currents to a distributing-circuit, wherein the rails are divided into blocks and each rail separately serves as a return-path for the power-currents, segregating said currents by means of induction apparatus included 'within the blocks, using one current to operate the motor-vehicles, the other to actuate the signaling devices in the blocks, and in short-circuiting said signaling devices as a motor-vehicle moves into a block.

9. A method of operating motor-vehicles and signals upon an electric railway, which consistsin generating two currents differing in character, transmitting said currents to a, distribution-circuit, wherein both rails form a part of the circuit, separately serve as return-paths to the generators and are divided intoblocks through the instrumentality of devices which will freely permit the passage of one current but stop the passage of the other current, segregating said currents, using one current to operate the motor vehicles, the other to actuate the signaling devices, and short-circuiting a signaling device when a motor-vehicle moves into a block.

10. A. method of operating motor-vehicles and signals upon an electric railway, which consists in generating two currents differing in character, transmitting such currents to-the rails of arailway, causing one of said currents to divide and separately flow through each of the rails of said railway as the return-path for the power-circuit, separating the other of said currents and segregatingit between different blocks of the railway, using one of said currents to operate motor-vehicles upon the railway, and the segregated currents toactuate signaling devices in the blocks of the railway.

' 1. A method of operating motor-vehicles and signals upon anelectric railway,which consists in. generatingtwo currents, transmitting said currents to'a distribution-circuit, whereinthe trafiic rails are divided into blocks, form the. return-path for the power-current, and are rendered electrically independent of each other so far as relates to one of the cur rents transmitted by means of reactance devices interposed between the blocks, using one of said currents to operate the motor-vehicles upon the railway, dividing the other current between the blocks, limiting its action to individual blocks and using such currentto actuate a signaling device in each block, and employing the motor-vehicles to short-circuit the signaling devices as they enter a block. i

; In testimonywhereof I afiix-my signature in the presence of two witnesses.

SAMUEL .MARSH YOUNG.

Witnesses:

J. E. PEARSON, FRANK OCoNNoR. 

